Container Ship Update 2018

CONTAINER SHIP UPDATE 2018 Future fuels Enhancing efficiency Vessel elongation Terminal challenges DNV GL CONTENTS The full efficiency package .................................................... 04 Know how to stow .................................................................. 15 Rethinking stowage ................................................................ 06 A longer-term vision ............................................................... 16 Raising the baseline ............................................................... 08 Going North ............................................................................ 18 The tank punch test ................................................................ 10 Terminal challenges ............................................................... 20 Tomorrow’s ship fuels ............................................................. 12 Shedding light on loading uncertainties ............................. 22 Cover photo: donvictorio – shutterstock.com 04 08 18 20 2 CONTAINER SHIP UPDATE EDITORIAL Jan-Olaf Probst Director Business Development [email protected] DEAR READER, These are both fascinating and challenging times for container shipping. Containers will continue to be the core element of the international exchange of goods. For no other form of cargo transportation have such levels of continu- ous growth over decades been recorded. Our segment is the backbone of the global value chain and the worldwide economy. On the other hand, the challenges facing us as the 2020 sulphur cap and many additional environmental regulations draw nearer are unlike any we have dealt with since container shipping began. When planning newbuilding projects, the question whether to opt for scrubbers, distillate fuels or LNG is difficult to answer. DNV GL provides comprehensive guidance and advice to help owners make the smartest choice. One of the options is LNG, and DNV GL has put substantial scientific effort into studying the technical and economic feasibility as well as the safety of LNG as a fuel for container vessels. Meanwhile the trend towards bigger ship sizes continues. The first vessels in the Published by DNV GL 23,000 TEU category are now being built, and major owners are increasing their Maritime Communications capacity by lengthening or widening existing vessels. Economies of scale are DNV GL – Maritime a strong argument, and ports are investing to accommodate these huge ships. 20457 Hamburg, Germany The logistics infrastructure of terminals is a key factor to ensure a smooth flow of goods, but the hinterland is not always adequately prepared to handle the DNV GL – Maritime 1322 Høvik, Norway sudden peak loads from very large container ships. The industry must weigh its options to find sustainable solutions. Managing Editor: Jeannette Schäfer Where economies of scale reach their limits, getting the most out of a vessel’s Additional authors: carrying capacity enhances the operational profitability. The updated DNV GL David Greening (DG), Hanns-Stefan Grosch (HSG), Alan Johnstone (AJ), rules for container stowage, along with the completely newly developed soft- Andreas Kühner (AK), Peter Lindemann (PL), ware StowLash 3D, are very helpful in maximizing that carrying potential in a Gunther Meyn (GM), Kevin Tester (KT) safe manner. Other efficiency enhancements continue to be on the agenda, Design and production: always with an eye on finding the best balance between cost-effectiveness, fuel printprojekt, Hamburg economy and compliance with environmental restrictions. DNV GL is your best Layout: Lohrengel Mediendesign, partner in all these projects, and working hand in hand will be an enlightening Hamburg experience for all of us. © DNV GL AS www.dnvgl.com Enjoy reading! CONTAINER SHIP UPDATE 3 DNV GL MSC Filomena’s old bulbous bow is replaced by a new one at the yard in Dalian, China. THE FULL EFFICIENCY PACKAGE The Hamburg-based shipowner Peter Döhle has modernized its four largest container ships, making numerous efficiency-enhancing modifications which have produced more than satisfactory results. DNV GL contributed its expertise to the project. A container ship is never entirely finished: On many occasions The biggest change, however, was the bulbous bow. “We had during its life cycle, modifications have to be made to adapt it to design a shape specifically for lower speeds and a different to new market conditions. The F-series of owner Peter Döhle is draught.” DNV GL reviewed and approved the designers’ propos- a good example: The 12,600 TEU ships, christened Fabiola, Filo- als, which were then implemented at Chinese yards. Exchanging mena, Fillippa and Faustina, had been completed by Samsung in the bow alone reduces fuel consumption by up to 10 per cent. South Korea in 2010 at a time when container ships were cruising The stern offered potential for improvement as well: The manu- much faster than today. facturer MMG provided a propeller cap which reduces hub vortex A few years later, amid the shipping crisis and soaring fuel losses, saving an additional 2.5 per cent of fuel costs. costs, “slow steaming” was a relatively easy-to-implement meas- ure. “The ships’ original operating profile was no longer appropriate,” says Philipp Hesse, naval architect in the newbuilding depart- 225 ment at Peter Döhle. “Therefore our performance department 200 Fuel consumption Samsung 12,600 TEU began discussions with the charterer, MSC, as early as 2014 to see 175 before modification how these vessels could be made more efficient and eco-friendly,” after modification he adds. Since fuel costs are the biggest operational cost item for 150 charterers, tramp and line operators are in the same boat – lower 125 consumption improves a ship’s market value. 100 75 Different operational profile (mt) Consumption Liaising closely, Döhle, MSC and DNV GL defined a new opera- 50 tional profile and derived a comprehensive package of optimi- 25 zation measures. Since the engine ran with less than optimal 0 Döhle Schiffahrts-KG Source: Peter efficiency at low rotational speeds, its output was reduced from 13 14 15 16 17 18 19 20 21 22 60,000 to roughly 41,000 kW by cutting out the turbocharger. Speed (kn.) 4 CONTAINER SHIP UPDATE RETROFIT “With 13,400 TEU we now play in a different league where we can get additional market share.” Philipp Hesse, Naval Architect Newbuilding Department, Peter Döhle Schiffahrts-KG During the retrofitting work, the DNV GL surveyor was pre- enlarged Panama Canal.“Not a problem as far as the ship’s dimen- sent at the yard to supervise activities such as pressure testing of sions are concerned,” says Hesse. But new regulations required the bulbous bow welds. In addition, the shipowner maintained modification of the mooring equipment on board. Chocks had to constant contact with the DNV GL head office: “They were always be relocated and bollards exchanged to handle stronger forces. approachable and ready to help in an unbureaucratic manner, To enhance the flexibility of the ships and ready them for the which helped us stick to our tight schedule,” Hesse summarizes future, alternative marine power (AMP) equipment had to be ret- his experiences. In fact, yard times got shorter as the project went rofitted. Now the vessels are wired to utilize port-side electricity, on – while the first retrofit, Fillippa, took two and a half weeks to which can be supplied via an AMP container placed on the moor- complete in Qingdao, the remaining ships, which were modified ing deck in the stern section. in Dalian, were completed within two weeks. Philipp Hesse was Philipp Hesse points out that the entire package of modifica- present at the yard to supervise the work. tions exemplifies his company’s philosophy: “Peter Döhle takes a long-term perspective on its ships and wants to make them Increased loading capacity sustainable.” It was a great challenge to implement all the modi- Lowering the design waterline was a special challenge that likewise fications considered “technically, economically and ecologically required close collaboration with the DNV GL experts to address appropriate” in one project, and to do so within a tight timeframe, the associated stability issues. Validation of the drawings by the he adds. The project was challenging for DNV GL, as well: “This classification society resulted in an additional requirement: All in goes to show how much can be optimizsed even on a modern all, around 200 reinforcements had to be welded into the ship’s container ship in a changed operating environment if you take a double-bottom tanks and the passageway below the main deck. holistic approach,” says Dirk Lange, Key Account Manager, Busi- But all the efforts proved worthwhile, with the vessels are now able ness Development at DNV GL. “Our experts have supported many to carry more than 750 additional containers. “With 13,400 TEU we shipowners in retrofitting projects in the past.” now play in a different league where we can get additional market share,” says Hesse. Since containers can be stacked in eleven rather Profitable investment than eight tiers in the aft section of the ship, it was necessary to Peter Döhle has profited from many of these experiences in modi- elongate the funnel to prevent exhaust gases from entering the fications of smaller units. For example, a number of 5,500 TEU boxes. This was accomplished by simply inserting a 4.5-metre block ships have received new bulbous bows. All in all, the measures and connecting it with the existing exhaust pipes. implemented by the company’s performance department on

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